Locomotive.



PATENTBD AUG. 15, 1905.

W. E. SYMGNS..

LOGOMOTWE.

MPmcATIoN Hum. am.. 1905.

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PATENTED AUG. l5, 1905.

W. E. SYMONS.

LOCOMO'I'IVE.

APPLIOATION FILED JA1I.5.1905.

, 31m-vanto@ ILSON. E. SYMGNS, OF PITTSBURG, KANSAS.

LOCONIOTIVE.

Specification of Letters Patent.

Patented Aug. 15, 1905.

Original application filed February 10, 1904, Serial No. 192 ,996. Divided and this application filed January 5, 1905. Serial No. 239,796.

T0 all wh/)777, it pta/y cm1/cern:

Be it known that LWILsoN E. SYMoNs, a citizen oi' the United States, residing at Pittsburg, in the county of Crawford and State of Kansas, have invented a new and useful Locomotive, of which the following is a speciiication.

The present invention relates to locomotives of the compound-engine type, and this application is a division of one filed on February 10, 1904, Serial No. 192,996.

The objects of the structure covered by the claims of this case are to overcome the injurious eifects on tracks, bridges, and superstructures in general resulting from the use ot' heavy counterbalances on the drivingwheels oi the locomotive, and consequently to reduce the liber stress on the various parts oi the engine-frame, their boxings,and iittings, as well as the reduction of wear on the driving-boxes, axles, shoes, wedges,` and crownbearings by a judicious separation and distribution oi the cylinders upon the supporting structure and by connecting1 the pistons of the high and low pressure cylinders with different axles and at the ends or' four arcs of ninety degrees each.

To the accomplishment of the recited objects and others subordinate thereto, as will more fully appear, the invention in its preferred embodiment resides in that construction and arrangement of parts to be hereinafter described, illustrated in the accompanyingI drawings, and succinctly deiined in the appended claims.

In the accompanying drawings, Figure 1 is a side elevation of a compound locomotive oi' the ten-wheel type constructed in accordance with my invention. Fig. 2is a plan view with the boiler and appurtenant parts removed. Fig. 3 is a side elevation on a somewhat enlarged scale, showing the high and low pressure cylinders at one side of the engine and the arrangement of pipes and valves for leading the steam to and from said cylinders. Fig. l1 is a plan view of the subject-matter of Fig. 3, more clearly illustrating the relation of parts with respect to the locomotive-frame.

Like numerals of reference are employed to designate corresponding parts throughout the Aseveral views.

l indicates the boiler, 2 the cab, 3 the smokebox, 4 the saddle, 5fthe dome, 6 and 7 the engine-frames, and 8, 9, and 10 the driving-axles, of a locomotive ofthe ten-wheel type,although .it should be understood that my invention in its various aspects is capable of application to any type oi' engine-for instance, the Mogul, eight-wheel, ten-Wheel, Consolidation,twelvewheel, Atlantic, Trailer, American, or other type.

side by side between the engine-frames and under the smoke-box 3 by the saddle 4, while the high-pressure cylinders 12 are secured to the outer sides of the engine-frames 6 and 7 at a point just in advance oi' the front drivers 13, as clearly shown in Figs. 2 and 4. It should be noted in this connection that the four cylinders are not grouped in or about the saddle as in ordinary constructions, but that, on the contrary, they are separated and distributed ina manner to equalize the strains on the supporting structure, and to thus rcduce to a minimum the liability or' failure or derangement.

The `front driving-axle 8 is provided with a pair of quartering-cranks 14, connected by the main rods or pitmen 15 to cross-heads 16, which are in turn connected to the pistonrods 17 of the pistons in the low-pressure cylinders 1l. The piston-rods 18 of the pistons in the high-pressure cylinders 12 are likewise connected to cross-heads 19, which are in turn connected by the pitmen 20 with quartering crank-pins 21, projecting outwardly from the second drivers 22, the front drivers 13, second drivers 22, and the rear drivers 23 being coupled or connected by the parallel bars 24 and 25 in a manner well understood in the art. It will now be seen that the weight of the cylinders is not only distributed upon the engine-frame in a manner to equalize the incidental strains, but that in addition the power is applied to a plurality of driving-axles, the four crank connections being set in quartering relation or at interverals of ninety degrees to obtain a substantially constant application of power, thus reducing the fiber stress on the various parts of the structure and avoiding the necessity for the use of massive counterbalances and the incidental hammer-blow, which has a very injurious effect on the tracks, bridges, and superstructures in general.

Having now described the arrangement ol.E the cylinders and the connections between the high and low pressure pistons and the drivers, it is next in order to describe the arrangement of pipes and valves for su pplying steam to the cylinders. It will of course be under- The low-pressure cylinders 11 are carried stood that the opposite sides of the locomotive are duplicates, and I will therefore describe one side or compound engine and will direct attention to any variation from the general rule of duplication.

Within the dome 5 is located, as usual, the angular dry pipe 26, equipped with a throttle-valve 27, operated b v a bell-crank 28, connected by means of a connecting-rod 29 to a throttle-lever 30, located in the cab 2. From the dry pipe 26 steam is led to the steam-chest or' each high-pressure cylinder by a steampipe 31, in which, adjacent to the chest, is located a high-pressure cut-out valve 32, employed for cutting out the adjacent highpressure cylinder when necessary, as will be more fully described. From the chest of the high-pressure cylinder to the'chest of the lowpressure cylinder is led what may be termed the normal high-pressure exhaust-pipe 33, designed to convey the exhaust-steam from the high-pressure cylinder to the low-pressure cylinder for compounding. Tithin the pipe 33 is located what may be termed a lowpressure cut-out valve 34, to the casing of which is connected an emergency exhaustpipe 35, leading to the stack. Normally the valve 3a closes the emergency exhaust-pipe 35 and permits the passage of exhaust-steam from the high-pressure cylinder to the lowpressure cylinder. Vhen, however, it is desired to cut out the low-pressure cylinder, the valve 34C is turned to close the communication between the cylinders and to permit the highpreslsure-cylinder to exhaust directly to the stac Since it is designed to permit the independent use of either the high-pressure or the lowpressure cylinder in the event of either one or the other being put out of service, provision inust be made for supplying the low-pressure cylinder with live steam when its supply of motive iiuid from the high-pressure cylinder is discontinued. I therefore provide the steampipe 31 at a point above the cut-out valve 32 with an emergency extension or branch 35, leading to and communicating with the pipe 33 at a point between the valve 34: and the low-pressure cylinder. (See Fig. 3.) Then the valve 32 is closed to cut out the high-pressure cylinder, live steam is led from the pipe 31 direct to the low-pressure cylinder by way of the emergency branch 35Li and the pipe 33, the branch 35EL being equipped with a normally closed cut-out cock 36, beyond which is a pressure-reducing valve 37 of ordinary construction for reducing the pressure of the live steam for use in the low-pressure cylinder.

Normally the opening of the throttle permits live steam to pass from the dry pipe to the high-pressure cylinders and thence by way of the pipes 33 to the low-pressure cylinders, where it is again used, and from whence it is exhausted to the stack. In the event of a, breakdown or derangement of either lowpressure cylinder its valve 34 is turned to permit the high-pressure cylinder at that side of the engine to exhaust directly to the stack instead of passing to the disabled low-pressure cylinder. It', on the otherhand, one of the highpressure cylinders or its associated mechanism is disabled, its cut-out valve 32 is closed and the adjacent emergency-valve 36 is opened. The high-pressure cylinder will thus be cut out, but the ylow-pressure cylinder will be supplied with live steam, the pressure of which has been reduced by the reducing-valve 37. It will be obvious that by the described arrangement oi' steam connections at each side of the locomotivepall of the cylinders may be utilized compoundly for the propulsion of the engine and that either or any of the cylinders may be utilized independently or' any other or others which may be out of service.

While no claim is herein made to this arrangement so far as a compound engine, broadly, is concerned, the same being covered by the claims in the original application, to which reference has already been made, still the disposition of parts with respect to the locomotive-frames is advantageous, not only because of the simplicity of the arrangement, but also on account of the entire freedom of the elements from interference with other mechanisms of the locomotive.

From the foregoing it is thought that the construction, operation, and many advantages of the herein-described invention will be apparent t0 those skilled in the art without further description, and it will be understood that various changes in the size, shape, proportion, and minor details or' construction may be resorted to without departing from the spirit or sacrificing any of the advantages of the invention.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. The combination with a locomotive-frame, of separate axles `iournaled thereon and having drivers and angularly-disposed cranks, of connections that maintain corresponding movements of the axles, a set of high-pressure cylinders, a set of low-pressure cylinders, one of said sets being disposed within the frame, the other being arranged without the same and said sets being located one in advance of the other, pistons operating in the cylinders, connections between the pistons and the cranks, (eind means for supplying steam to the cyliners.

2. The combination with a locomotive-frame, the driving-axles and drivers, of a pair of lowpressure cylinders mounted within the frame adjacent to its front end, high-pressure cylinders mounted beyond the opposite sides of the frame and in a plane in rear of the low-pressure cylinders, pistons located in the low-pressure cylinders and having operative connection with one driving-axle, pistons located in the high-pressure cylinders and having operative connection with another driving-axle of the locomotive, and connections between the axles to maintain their corresponding movements.

3. The combination with a locomotive-frame, its driving-axles and drivers, the front driving-axle having' a pair of cranks located between the opposite sides of the frame, of a pair of low-pressure cylinders mounted within the engine-frame, pistons in said lcylinders and operating' connections between said pistons and the cranks of the front driving-axle, high-pressure cylinders mounted outside of the frame and in a plane in rear of the lowpressure cylinders, pistons in the high-pressure cylinders, operating connections between said pistons and a second pair of drivers, and connections between the corresponding drivers of the front and second axles to maintain their corresponding movements.

4. The combination with a locomotive-frame, front and second driving-axles, and front and second drivers, the front driving-axle having cranks located within the frame, and the second drivers having crank-pins extending' outwardly therefrom, the several cranks and crank-'pins being arranged in quartering relation, low-pressure cylinders mounted in the engine-frame adjacent to its front end, pistons in said cylinders, operating connections between said pistons and the cranks of the front driving-axle, high-pressure cylinders mounted outside oi the engine-frame`and in rear of the low-pressure cylinders, pistons in the high npressure cylinders, operating connections between said pistons and the crank-pins of the second drivers, and connections between the drivers for maintaining1 the several cranks and crank-pins in quarter-ing relation.

5. The combination with a locomotive-frame, of separate axles journaled thereon and having drivers, connections between the drivers to maintain corresponding movements on the part of the axles, a set oi' high-pressure cylinders, a set of low-pressure cylinders, one of said sets being disposed within the frame, the other being' arranged without the same, and said sets being located one in advance of the other, pistons operating in the cylinders, connections between the pistons of one set and one of the axles, connections between the other Set and the drivers, and means for snpplying steam to the cylinders.

In testimony that I claim the foregoing as my own I have hereto aixed my signature in the presence of two witnesses.

VILSON E. SYMONS.

Witnesses:

WILLARD DoUD, C. M. Roenes. 

